Inteknal-combustion engine



May 12, 1925.

- Re. 6, w. w. MACFARREN INTERNAL COMBUSTION ENGINE I/VVf/VTOR 73 WalterW Macf-zrrer 4 Shee ts-Sh by hi! ft -r7 41 Original Filed Nov. 26

May 12, 1925.

W. W. MACFARREN INTERNAL COMBUSTION ENGINE 4- sheets-snet 2' OriginalFiled Nov. 26, 1915 M/I/E/VTOR W0. Her W Macr his amfbrne W. W.MACFARREN INTERNAL COMBUSTION ENGINE original Filed Nov. 26, 1915 4Sheets-Sheet :5

HHH H HLHM IIVI/f/VTGR Walter W. Mac farren his attrney.

W. W; MACFARREN INTERNAL COMBUSTION ENGINE May 12, 1925.

Original Filed Nov. 26, 1913 4 Sheets-Sheet 4 kwkw WWW n 1 a w a M W WWHp ab w his ant- M1181 Reissued Mair 12, 1925.

, Y Re. 16,069

UNITED STATES PATENT 'orrics.

WALTER Wl MAGFARB-EN, F PITTSBURGH. ."LENNISYLVANIA.

INTERNAL-COMBUSTIQN ENGINE.

Original No. 1,325,305, dated Bcceniber 16, 19KB, Serial No. 803,185,filed Nuven'ibcr {35, 1913. Application for reissue filed March 36,1923. Serial No. 628,859.

To (171 'uw'mm, may concern.

Be it known that I, VALTl-IR 1V. M. \cr.innun, a. citizen of the UnitedStates, residing at Iittsiiurglnin the county of Allc- 5 gheny and Stateof Pennsylvania, have invented certain new and useful improvements inInternal-Combustion Engines, of which the following is a specification.

My invention relates to internal combustion engines and moreparticularly to those of the nndticylindcr type as used on automobiles.

The objcci'sof my invention are:

i 1. To provide large port areas, particularly for the exhaust.

2. To nrovide means for compressing air to scavenge the cylinder and forcombustion.

3. To expand the air charge by heating the same prior to its enteringthe cylinder. '4. To provide means for introducing the scavenging air atthe end of the cylinder opposite the exhaust ports, so that the How ofthe exhaust gases and the flow of the air will be in the same direction.i

v To open the exhaust ports before opening the air ports so the exhaustpressure may drop below that of the air.

ti. To introduce a charge of rich .gas or vapor after the introductionof the scaveng r inc air.

7. To close the exhaust ports be fore introducing" the-gas.

8. To provide an auxiliary reservoir of gas close to the cylinder andquick opening gas ports so that. the gas may be rapidly introduced tothe cylinder.

9. To provide an excess of scavenging; air to assist in cooling thecylinder.

.16. To provide an air manifold connecting all the crank cases and a.single air passage leading therefrom to the c 1.7. To provide means forsuppl ying the cylinder with a charge a pressure above the atmospherewhereby a larger charge is available.

18. .To provide means for heating the air charge from the exhaust.

15). To provide a rotary valve for the gas and air in the cylinder head.

20. To torin the combustion space in the cylinder head.

To offset the combustion spaces so a. to obtain lOZ'lQCIY'PUIlS.

22. To provide hand hole plates in the crank case and to mount the inletvalves thereon.

23. To provide two throttles each controlling; the supply of fuel tohalf the cylinders.

24. To provide separate compartments in the rotary valve for the air and.gas.

To make the combustion space in the form of a wedge with the inlet portat the small end thereof. i

26. To provide deflectors to spread the entering charge.

27. To provide means wherebyat 'loads from one-half load to full loadall "the'c ylindcrs are opcratcdwith a constant air charge and variablecharge; at loads between.

one-half and one quarter load half the cylinders operated in the samemanner, and at loads less than one quarter load half the cylinders areoperated with a variable air and variable gas charge.

28. And to provide a simple and durable vn Le 10. To inclose practicallyall. the working engine 'uhich will be economical of fuel.

40 parts. I

11. To provide an engine in WlllCll variations in the quality of thefuel are readily compensated for.

pressing the gas and air.

3. To provide a main reservoir toron tain gas under pressure inreadiness for use.

ll. To provide automatic means for unlintainingr a constant pressure inthe main reservoir.

15. To provide both inlet and discharge valves for the crankcases. 1

12. To provide separate n'icans for com- Rctcrring to the drawings,Figure 1 is a sectional elevation of my engine, Fig. 2 is a sectionalplan on the line II of Fig. 1. Fig. I) is a sectional plan on the lineII II ot' Fl". 1, Fig. 4 is a plan View of the same Fig. 4) is adiagrammatic vertical section through the rotary .ralve, 3 is avsectional elevation through the inlet ralre for the gas pump, Fig. '7 isa sectional plan or". the valve chaiber for the gas pump, Fig. 8 anelevation of inc supplementary air shutter, and Fig. 9 is a diagram ofmechanism for operating the same.

My engine is provided. with a crank case of gas and air it 1 formedupper and lower halves 2 and 3; a crank shaft. 4, connecting rods 5,pistons 6, cylinders 7, and a cylinder head 8 conmining the combustionspaces 9 and the rotary valve 10. I

The crank case 1 is provided with trans- I verse 'WILllS 11formingindividual compartments for each of the cylinders and a shaftbearing 12 is formed between each pair of cylinders. Longer bearings13and 14 are formed at the ends of the crankcase.

. A series'of hand holes 16 are formed in the upper half 2 of thecrankcase, one of these openin into each of the'said compartments. he 0enings 16 are provided with covers 17 eaclilhavmg a screen 18, air inletports 19 and a sheet metal valve 20 one end of which is secured to thecover 17 by a clamp 21, the other end being free to spring 0 n to admitthe air. These valves are pre erablymade of very :thin spring steel, andare so adjusted that they close lightly by their own tension.

On the up stroke of the pistons 6 air enters the several compartmentsofthe crank case 1 thro h the-valves 20. Each compartment is, rtherprovided with discharge rts 22 leading into an 'air manifold 23.

ere are several narrow parallel ports 22 for each compartment of thecrankcase, and a discharge valve 24 which may be a duplicate of thvalves 20 covers theports 22.

On the down stroke of the piston tithe air is discharged from. theseveral compartments intothe common manifold 23 in which pressure isconstantly maintained although this pressure varies somewhat as willappear later. I w

From the manifold-23 the airpasses up throu h a pair of pipes 25 (one.pipe25 woul be enougli'-two are used as a matter of convenience) whichlead into a horizontal pipe or manifold 26. The manifold 26 connectswithja chamber 27 in the'cylinder' head 8 which surrounds the rotaryvalve 10. See Fig. 5. A ring ort 28 in thechamber 2T surrounds a num erof'po'rts 29 cutthrough the wall of the hollow valve '10 through whichthe air enters the air compartment '30 of the valve.

The interior of the-valve 10 is divided into an air compartment 30 andtwo gas com artments 31 and 32.

'1 e air compartment 30 may be said to pompriso the ,wholeinterior ofthe valve and the gas compartments 31 and 32 are fornicd'wlthin thesame. In a one ortwo cylinder motor only one gas compartment would .berequired, the purpose of subdividing the gas compartments being thefacility thus' afiorded for controlling the motor by groups of cylindersas fuel may be fed to this purpose.

A combustion space or clearance 9 is provided in the cylinder head 8 foreach cylinder 7. The spacesfi are circular where they join the' cylinderbore and terminate in a, longgriarrow inlet port 36 at the top; theirgeneral contour may be described as 'a wedge with a circular base. Theinlet ports 36 are longer than the cylinder bore so as to obtainsufiicient area in a narrow quick opening port. The valve 10 isprovidedwith an air port 37 leading out of the compartment 30 and a gasport 38 leading out of the compartment 31 foreach cylinder, the air port37 being wider than the gas port 38 as shown in Fig. 1.

An inlet gas manifold 40 extends along one side of the motor and hasaglange 41 for the carbureter (not shown). The lower end of the piston 6has an enlarged end forming the gas piston 42 which works in theenlarged lower end 43 of the cylinder 7. A port 44 cut through the wallof the 6y1in der 43 connects with a valve chamber 45 from which a pipe46 leads to the interior of the inlet manifold 40.

On the down stroke the piston 42 draws in gas through the port 103controlled by the flat spring valve 47, and on the up stroke this gas isforced through a port 104 past a similar spring Valve 48 in the valvechamber 49 from which a pipe 51 conducts the gas to a ressure manifold50.. It will be understoo that the valves'47 and 48 and the pipe 51-areduplicated for each cylinder of the,

motor, and the valve chambers 45 and 49 are conveniently made in onecasting.

From the ressure manifold the gas passes normal ythrough a pair of plugvalves 52 and 53 into ports 54 and 55, the port 54 supplying thecompartment 31 in tlie -'valve 10 and the port 55 supplying thecompartment 32 therein.

Each cylinder 7 is surrounded by an. ex haust passage 56 from which aring of'porls 57 communicate with the interior of the cylinder; Exhaustpassages 58 connect passages 56 with pipes 59 leading to the exhaustmanifold 60. The manifold 60 forms a cover for the air-"manifold 23 andis provided with longitudinal ribs 61 which extend into the an manifold23 and heat the scavenging air charge after it has passed the valves 24,thus reducing the power required to pump the air by increasing thevolume of which must be pumped. Heat radiating ribs the same, and thusdecreasing the volume 62 are also provided on the manifold. 60.

The cylinders 7 are provided with water jackets 63 which communicatewith water jackets 64 around the valve 10. Holes for spark plugs areshown at- 65. Just inside the port 36 a pair of deflectors 66 are placedto break up and distribute the air charge to insure even scavenging ofthe cylinder.

I The throttle on the'carbureter may be pern'iancntly set to allow thatamount of gas to pass which will supply the motor with maximum chargesat maximum speed, and with gas rocks 52 and 53 wide open. hen the gascocks (either or both) are partly or wholly closed the pressure in gasmanifold .50 would rise unduly unless means are provided to relieve thepressui.'e-.- This is con veniently done by one or more bypass valves67. (two are shown). These valves have stems 68 mounted in guides 69cast in the interior of the inlet manifold 40 and are seated by springs70 against the bottom of special elbows 71 which connect with openings72 leading into two of the gas dis charge'valve chambers 49. Thesevalves act as regulating valves to maintain a constant pressure inmanifold 50. hen a rise of pressure occurs the valves 67 open and allowthe gas to flow back into the. inlet manifold 40 through pipes 51 andelbows 71.

The operation of my improved motor is as follows: Air is umped from allthe crank cases to the air compartment 30 of the valve 10. Thiscompartment is of considerable volume and acts as-arcservoir of air andas the passage from the interiorot the valve to the clearance space 9 isvery short the air is introduced into the cylinder .with extremerapidity which. would not be the case if each individhal pistoncompressed the air for its own cylinder, and the air was required totravel at each stroke from the crank case to the cylinder.

It will be noted that the time during which the air port 37 is openedvaries with the speed of the motor, and that the quantity of air whichpasses through this port depends both on the interval of opening and onthe pressure of the air.

At lo'wspeeds the ports 37. being open longer, all the air pumped fromthe crank case will liave'ample time to pass through so thatthel'pressure in manifold 23, air com-. pertinent 30 and the connectingpipes. 25 and 26 ,wiIl-dro to the lowest point. \Vhen the motor spec 5up, however,- less time will be available for the air to pass out of thevalve 10 through ports 37 and as less airwill therefore pass out thepressure will rise sequently. the pressurein the manifold 23 'wi l varysomewhat with the speed.

The gas is likewise quickly introduced" from the gas compartment.

\Vhen the crank reaches the position shown at 73 thecxhaust ports 57coniinciu-e to open, and when the crank has reached position 7% theports 57 are open about At this position the pressure in. the .cylindcr'K has dropped lo almos mcre or nearly so, and the air port 37 in thevalve 10 opens communication with-the cylinder port 36 allowing the airin compartment {it to flow in and sweep out. the burnt gases.

The rotary valve 10 is driven at the same speed the crank sh t It andwhen the crank is in the position shown at. 75 the exhaust ports 57close, the air port {17 closes and the gas port 3h begins to open. Theport 35 remains open until position 76 is reached.

required to do this is compensated for by' the certainty that no gascan. be lost through the exhaust ports, and further by the fact that adenser charge is introduced thus producing more power in the same sizecylinder.

It is to be further noted that when using gasolene or other liquid fuelthe gas handled by the gas pump and sent into the valve 10 is not an.inllamn'lable mixture but an overrich mixture requiring furtherdilution with air before burning.

The cylinders are arranged in pairs, the forward pairv having cranks at180, and the rearward pair also having cranks at 190, and the two pairsof cranks may either be arranged in one plane or at 00 to each otherdepending on whether evenness of torque or accurate balance is mostdesirable. By the use of separate gas con'ipartn'ients 31 and in thevalve 10 and separate throttle valves of the cylinders in groups each ofwhich "has its cranks arranged so that the cylinders of that group alonewill develop suhsla.n-' tially constant; torque, and runningyjzthc wholenumber of cylinders merely incrcascs the total power output.

When running at very light loads with quality governing as abovedescribed the mixture may become too weak to ignite with certainty evenin a scavenged cylinder with constant high compression, In thiscontingency I use an auxiliary air shutter 77 for one or more of thecrank case compartments as shown in Fig. 8. The shutter 77 is mounted ona pivot 78 supported on a cover 79 secured to the cover 17 outside thescreen 18. The cover 79 is provided with radial ports 80 and the shutter77 is provided with similar ports 81.

A rod 82 controls one ormore shutters 77 and may be independentlyoperated, but is preferably connected to the rod 84 operating the gasthrottle valves 52 and 53, in such a manner that it does not operateuntil the throttle 52 has been closed or the throttle 53 moved to aposition corresponding to about one-quarter load on the engine. Theshutters 77 are normally held open by springs The gas valves 52 and53'niay also be operated independently but the preferred arrangement isshown diagrammatically in Fig. 9, in which the valves 52 and 53 areassumed to be fully open and are closed consecutively as follows; Thelever 96 operates a link 84 which controls the front cylinders throughthe gas valve 52. A second link 85 is connected to link 84 and isprovided with a slot 86 which, when the valve 52 is fully closed,engages a pin 87 on the lever 88 of valve 53 to close it. When lever 96is moved further to the right and has closed valve 53 to a pointcorresponding to about one-quarter load, a lug 89 on link 84 strikes theend of lever 90 which operates the link 82 to close the air shutters 77on the rear crank cases. Thus after entirely shutting olf the gas fromthe front cylinders by closing valve 52, and partially reducing the igassupply to the rear cylinders by partly closing valve 53, the airshutters 77 are partially closed to reduce the flow of air lnto the rearcrank cases (and cylinders) thus preventing the mixture ,in thesecylinders from becoming too weak to ignite at lo'ads less than aboutone-quarter load.

hen increasing the power, a movement ofthe lever 96 to the left admitsmore gas through valve 53 and more air through shutters 77 until quarterload is reached when shutters '77 are fully openedf After this stillmore gas is admitted until the rear cylinders are working at full power(one-half load of engine) with valve 53 Wide open and valve 52 stillclosed. A further demand for power results in the rear cylinders workingat full power and additional power being furnished by the frontcylinders until all the cylinders are working at full power withvalves52 and 53 both fully open.

By this arrangement, all loads are carried in the manner desired and themotor is fully controlled by a single lever over its entire range ofpower. It is obvious that the lever 96 might be operated by a governorand the control made automatic. It will also be apparent that either thefront or rear group of cylinders may be arranged to carry the zero tohalf loads.

My improved engine is very economical of fuel for the following reasons:

1st. The cylinders are completely Scavhigh compression weaker mixturescan be so used which are. more efficient.

4th. By controlling the cylinders in groups the gas is burnt in onlyenough cylinders to carry the load thus making the capacity of theengine in a sense adjustable to the load, it being well known thatengines of this type use from 20% to 50% more fuel per unit of powerdeveloped at half load than at full load and usually more than twice asmuch fuel at quarter load as at full load.

5th. No gas can possibly be lost through tlie exhaust ports beforecombustion takes ace. \Vhat I claim is: i '1. In an internal combustionengine, a plurality of cylinders, a piston and an independent closedcrankcase for each cylinder, separate air inlet and discharge valves foreach of said crank cases, a manifold connecting the discharge valvesfrom all of said crank cases, means for distributing the air pumped inall the crank cases to the several cylinders, and separate means forsupply-- ing fuel to the cylinders. .7

2. In an internal combustion engine, a plurality of cylinders, a pistonand a closed crank case for each cylinder, air inlet and dischargevalves for each of said crank cases, a manifold connecting the dischargevalves from all of said crank cases, means for dis- 'tributing the airpumped in all the crankv cases to'the several cylindcrs,means forheating the air to expand the same on its way to the cylinders, andseparate means for supplying fuel to the cylinders.

3. In an internal combustion engine, a plurality of cylinders, a pistonand a closed crank case for each cylinder, a manifold re ceiving thefluid discharge from the crank cases, and means for heating the fluidpassing through said manifold by the exhaust from the cylinders; i;

4. In an internal combustion engine, a plurality of cylinders, a pistonand a closed crank case for eachcylinder, a manifold receiving the fluiddischarge from said crank cases, a valve for distributing said fluid tosaid cylinders, and a connection between said manifold and said valve.

5. In an internal eombnstien engine, a lity of panel cylinders, 2:- gaspump pumps, ("seimrge valves fer the gas pumps, :1 v. reeeweir eon'n'nento all tlie'eylmderf plum unlers l'esuppiy em with guSM b will: the n Inin internal celnbnstion engine, a plurality of e .ilers,-a gas pm'np foreach cylinder, eepnre e means fer "nrnping air, gas pree snre manifoldire viving tire gm? from all he gas pumps and acting as a storage 1 veilfor gas nmler pressure, means fer maintaining a censtant pressure abereatmospheric pressin'e in said manifold, and means c'enneeting thereservoir per enen of the cylinders, I

Y. In internal combustion engine, pln raiity of cylinders, n gas pumpfor each eyhngier, a gas supply pipe, eomnmn to all the gas pumps, a gaspressure pipe common to all the gas pumps, :1 liy-pnss cnnnecting thesupply and pressure pipes, and a pres;- sure rrgnlating valve in theby-pnns fer maintaining n. constant pressure in the pr sure pipe.

In internal ren'ilmstiun sng'n two diameter. eyiimgler, ntwo (iinnn, e?"ton therein, means; for compressing ehern'e of scavenging air on thedown stroke at tne piston, means: for ennipressing a charge of gas-0nthe up stroke of the piston, a retziry valve controlling the ndmissienof the air and the gas; to the cylinder, an exhaust port uncovered b thepiston, and means for driving the valve in SElCll relation to the piniontravel that the air is ulmitted while the exhaust port is opened and.the gas is mlmittei-niter the exhaust port is closed.

In n. internal combustion engine, a pinralitwef cylinders, a piston foreach e'ylinder, and exhaust ports for each eylinl 1", n, zntary valverennnen to all of said eylin-rlers, for supplying air under "nlve at acentral point mane fer supplying under pressure to inc ends of thevalve.

16. In an int rnnl een'zenstion plurality of cylinders, n, 'p'iten' anticloser l .mr each eylirnle j a discharge valve fer eaeiii crank 559, E dvelves liezn in n, enmrden chamber, and i, (RBilili'jl able coverfelisni', elimnber.

11. In an internal con'ibnstion cylinder, a'pisten, an inlet; port tosaid eylinder, and a rotary valve controlling the admission of fluidthrough said pent, said valve having twn ecnnpnrtznents, one for air andene fer gas, and 2'- port leading from each of said compartments to theinlet ports,

' 12', In an intermil eombuslzien engine, a eylinder having awmigwshaned combustion engine, a

engine, a

=pace with llllQ small enrl oi the werlge awn ii nn the cylinder here, along narrow inlet PU at the small end of ie wedge, and :1

pair of. deflectors for (iii 'lmting the flow ef the gas fltml shillpert into the erlnnler,

13. In an. internal#:urnlmsfiinn an e, a plurality of cylinders, ncrnnl; elmxi't, nir comp! sing means for each erlimler, n iJOlDiHtBSlHQmeans for each v glinrivr TDiZ-HI; Salve extending: along the in" I thelnnlers; 'llllGl to 11112 shaft for snw eegsi ely fllzhlllilllgl the airand gun in the cylinders in. lie nriler named, means fer conveying the(FUDIPYGSSQLl air to said valve and means for eenreying the compressedgas thereto.

H. In an internal colnlinistion engine, :1. plmnlity (if cylinders,water jackets im. the same, a gas pninp, a gas rosernir between the gaspump and the cylinders, said reserveir having :1 enpzieit-y exceeding asingle elnrge for the cylinders, a water jacket on said reservoirselmrate frem cylinder jackets, and (if 02ml; of the cylinder ia lret,ivluiarelly the llllfi reservoir is held if 2. t and rented by the'llOil Water tire e limler juelrets.

15 in an internnl eeanlm :2. connection fruin thecliselmrgre jackets t0snirl Wafer are in "turn lime I ieat the compressed gas in thereservoir.

2.6. In an internal con'alm'stien engine, a erlinder, a hollow rotaryvalve, an air reservoir Wnliin. said valve, means for supplying! saidreservoir with nirnnder pressure, a gas reservoir Within said valve,means for sup plying the same with ;1- ejnncler pressure a portleaclinginto the; liz'nler, and perts E11 time valve for enceessiv eenneeting'the air and gas reservoirs with the c 'nlezx 17. In an internaleei'nlnzstion 4 :1 cylinder, 2 pisten, n eloseel crank V passage leadingfrem the crank ease t bl'ae eyliniler through which substantially einmlcharges of air are ner'nmlly pumped be the cylinder at each down strokeefthe pieten, supply ef gas under pressure, means lireclncing gas intothe cylinder, and. means E01 throttling the sirmiltane ously reducingthe air supply to the cylinder umler less than normal loads.

18. In an internal eomlnlstion engine, cylinder, a piston, :1. closed.crank cane, an air inlet therefor, a passage leading from the crankease, to' the eylinderv through which substantially equm-ehzrrges of airare new Int-lily pumped to the cylinder at each down. stroke of thepiston, a gas pump, a pipe lllll lad 19. In an internal combustionengine, an-

even number of cylinders connected to a common crank shaft, fuel supplymeans, a supply pipe connected to said fuel supply means and supplyingone half of the cylinders, asecond gas supply pipe connected to saidfuel supply means and supplying the other half of the cylinders, a gasthrottle valve in each of said supply pipes for simultaneouslycontrolling the supply of "fuel to the group of cylinders fed by'suchpipe, and means for operating one of said valves independently of theother.

20. In a two-cycle internal combustion engine, four cylinders arrangedin two groups, the cylinders of each group having cranks at 180 degrees,and means for con trolling the fuel supply to one group of cylindersindependently of the other. 4

21. In an internal combustion engine, a number oi cylinders arranged ingroups, each group having a plurality of cylinders arranged to producesubstantially constant torque, and a single control means for firstcontrolling the .fuel supply to one group of cylinders and then the fuelsupply to the other group.

22.- In an internal combustion engine, a crank shaft, a piurality ofcylinders arranged in groups, each of said groupshaving the cranksoperated by its cylinders set to produce substantially continuoustorque, a single control means for first cutting off the fuel supply tothe one group :of cylinders then reducing the fuel supply to the othergroup, and tor then cutting down the air supply after the fuel supply tothe last group has been reduced to a predetermined point;..

In an. internal combustion engine, a" crank shaft, a plurality ofcylinders 'armeans for, separately eontrollin number. of cylinders;arranged in 'each group havln arranged to produc -cylinders ran ed ingroups each .of said gro'u aw ing the cranks operated- 13 its cylin areset" to produce substantially continuous to! no, the el supply to the'diiferent groups 0 cylinders,

means for normally supplying the cylinders with a constant air char eand a variable a gas charge, and means or simultaneously reducing theair and gas charges on less than normal loads.

24. In an internal combustion engine, a

cranlr shaft, a. plurality of cylinders ar-'.

ranged in groups, each of said groups haviny. the cranksoperated by itscylinders set to producesubstantially continuous torgue, means forseparately controllin the uel supply to the different groups 0cylinders,

means for normally supplying the cylinders with a constant 2111' chargeand a variable gas charge, and means operating'after the gas supply hasbeen shufofifrom one group of cylinders for simultaneously reducing theair and gas supply to the other grou of cylinders. whereby at loadsabove half load a ll the cylinders areoperated with a constant air and avariable gas charge, at loads onefourth and below half load one grouponly of cylinders is operated in the same manner,

and at loads less*thhn-one-fourth load one group only is opeted with ayariable air and a variable gas pply; I J 4 25. In an internahcombustionengine, a roups, plurality of cy inders I t least one power impulse foreach, hfltrevolution of the crank shaft, and a .s'iugle/ycontrol meansfor first controlling ,fiiejgfuel supplv to one cup ofdfihenlcontrolling the del supply to the other group. In testimonywhereof I hereunto ailix my signature in the presence of two witnesses.

WALTER W. MAOFARREN.

\Vitnesses: i R. M. GAUGHAN,

E. B. WALTERS.-

